Car-brake



(No Mode1.)'

A. K. KLINE. Car Brake.

No. 234,293. A Patented Nov. 9,1880.

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l t l @kga UNITED 'STATES PATENT OFFICE.

AARON K. KLINE, OF SOMERVILLE, NEW JERSEY.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 234,293, dated November 9, 1880,

Application filed May 31, 1880.

To all whom it may concern:

Be it known that I, AARON K. KLINE, a citizen of the' United States, residing at Somerville, in the county of Somerset and State of New Jersey, have invented new and useful Improvements in Car-Brakes, of which the following is a specification.

This invent-ion relates to an improvement in car-brakes and it consists of the combination of a push-bar extending throughout the length of the car, a lever pivoted to the car-frame and connected to the push-bar, a slide fitted in guides on the car-frame and engaging with said lever, mechanism, substantially as hereinafter described, for connecting the slide with the brake-heads, and two springs placed on said slide, said springs serving to equalize the pressure throughout the train and prevent breaking, as also to take off the brakes, as hereinafter more fully set forth.

This invention is illustrated in the accompanying drawings, in which- Figure l is an inverted plan view. Fig. 2 is a vertical longitudinal section.

Similar letters indicate corresponding parts.

In the drawings, the letter A designates the platform of a car running on wheels BB. The under side of the platform Ais provided with a push-bar, a a, sliding longitudinally in bearings or guides b b. This push-bar is intended to abut with its end against the end of a corresponding push-bar on the car in front, and thus a continuous line is produced, reaching to the locomotive.

The locomotive is provided with a steampiston or other arrangement, preferably under the engineers control, which communicates motion to the push-bar a c, pressing it, forexample, in the direction of the arrow 1, shown thereon.

To the car-frame is pivoted alever, c, swinging about the pivot d. The other end of the lever c is fastened to the push-.bar a, and when thepush-bar is pressed in the direction of arrow l the inner end of the lever c swings along with it. Of course, in order to allow free motion and prevent breaking, it is necessary to make the lever c in two parts, as shown in the drawings, which parts are connected by a pivot, g, fastened to one division of the lever c, and

(No model.)

playing in a slot in the other division. This motion of the lever c is, by means of lugs e e, communicated to the slide f, also on the under side of the platform A, and sliding in bearings or guides h. 0n the slide f is an arm, z', extending therefrom and sliding on the same. Springsjj hold the arm t' in position and communicate the motion of the slide f to the arm i'. The arm t' is connected by a chain, k, or otherwise to the lever l, having its fulcrum o on the swinging beam p, which carries the brake heads, and when said. chain k is pulled by the arm i in the direction of arrow 1 it presses the brakeheads q against the wheels B by means of said chain lc and lever Z. To the other end of the lever l is fastened a rod or chain, C, by which the motion of said lever l is communicated to the lever n, and by it to the beam p and brake-head q. When the push-bar et is pressed in the direction opposite to that of arrow l, the armi communicates its motion to the chain fm and lever n, producing a like result as before. The beams p p swing freely to and fro in arms or rods s depending from the body of the car, as is usual in the arrangement of brakes.

In order that the pressure on all the brakes in the train maybe equalized, the arm iis not rigidly attached to the slide f, but rests loosely thereon, and is only prevented from sliding by the springs jj. As these springs j are made of nearly equal strength throughout the whole train, the pressure of all the brakes on the wheels will be nearly equal. Said springs j also prevent a too great strain from being brought on the chains k m, thus removing all liability of breaking of these chains or any other part of the mechanism.

When the pressure on the push-bar c is released, the spring j on the other side of the arm i pushes the arm z" and the slide f, as well as the push-bar a, back to their original position. In order to insure contact of the ends of the bar a, I provide the same with broad heads, as shown. In case the push bar a,

should be dispensed with, the contact can be established between the slides f. Of course, as these slides are not in the center of the cars, the distance between the ends of these slides would be shortened or lengthened whenever IOO the cars pass a curve. To allow for this the slides f nre allowed somewhat greater play.

I also provide buffers or dead-woods r r, which abut against each other in passinga curve, so

s to avoid accidental contact of the slides f.

In coal-cars tbe bottoms of which swing down to ldeposit the coal, the bar a would be in the way. In order to obviate this l make the bar a in two short divisions, one at each end of the ear, and connect these divisions by a qnadrangulnr frame, consisting' of metal or other stout rods, said frame being of about the same size as thel platform ofthe car. This frame allows the coal to drop down within itself' without hinderingits passage. This frame may 'be connected to the slide f by n lever or chain; but in this arrangement I prefer to dispense with the slide f andattsch the arm idireotly to this frame. By this arrangement I obtain the benefit ot' the arrangement of the springsj, at the same time preventing;r the coals from falling on any of the operating parts ofk the device and avoidinginjury to the same.

What I claim as new, and desire to secure by Letters Patent, is

The combination, in a car-brake, of a pushbnr extending throughout the length of the car, slever pivoted to the ear-frame and oonneeted tothe push-bar, a slide tted in guides on the eanframe and engaging with said lever, mechanism substantially as described for eonnesting the slide with the brake-heads, and two springs placed on said slide, alloonstructed to operate substantially in the manner shown and described.

In testimony whereof I have hereunto set my hand and seal in the presence of two sul scribing Witnesses.

AARON K. KLIN E. [L. s.] 'itnesses DAVID D. KLINE,

E. F. KASTENHUBER. 

